Cirrus Design CORP SR20 accident near New Orleans, Louisiana, November 20, 2011
On November 20, 2011 at about 4:30 pm local time, a Cirrus Design CORP SR20, registered N211CD, was substantially damaged in an accident during initial climb near New Orleans, Louisiana. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
A loss of engine power due to detonation of the No.2 cylinder from a clogged fuel injector nozzle.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 20, 2011 · about 4:30 pm local time
- Place
- New Orleans, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cirrus Design CORP SR20
- Registration
- N211CD · registry record · serial 1049
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff in instrument meteorological conditions over water, the pilot observed the No. 2 cylinder head temperature (CHT) rapidly increase followed by a drop in oil pressure. He declared an emergency and attempted to return to the airport, but the engine failed and the propeller seized. The pilot landed safely on the water and was rescued by a local fisherman. Examination of the engine revealed the No. 2 fuel injector nozzle was clogged resulting in detonation of the No. 2 cylinder. A review of maintenance records revealed that each of the fuel injector nozzles was removed and cleaned 5 days before the accident. The pilot said he had the nozzles cleaned because he noticed a high CHT on the No. 2 cylinder during a cross-country flight. After the nozzles were cleaned, they were placed back on the engine and two separate engine runs were conducted. No anomalies were noted. The pilot then flew a 2.5 hour cross-country flight without incident. However, on the pilot's next flight, which was the accident flight, the engine failed due to detonation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during initial climb defining event
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine fuel and control › Fuel injector nozzle › Not specified
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
Crew member
No details recorded.
The aircraft
- Last inspection: annual inspection, August 18, 2011
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO360 SER A&C (piston); 0 hours total
The flight
- Departed from: NEW New Orleans LA at 4:15 pm
- Destination: Dalton GA
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 200° at 4 knots
- Visibility: 3 statute miles
- Sky: overcast; ovct
- Temperature: 163°F (73°C), dew point 162°F (72°C)
- Observation at 3:15 pm from NEW, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.